Ford Mustang

Many automotive manufacturers have been around for 50 years or more. Ford, which celebrated its 111th birthday on June 16, is a perfect example. However, relatively few individual models have lasted that long. Fewer still have had the profound impact on the market as the Ford Mustang.

In addition to selling millions of cars in the United States and abroad since its introduction on April 17, 1964, the Mustang created its own product category: pony cars.

The current generation Mustang, which was introduced for the 2005 model year as a coupe and convertible, with significant updates in 2010 and beyond, has stayed true to the original formula. Ford took existing and relatively inexpensive mechanical parts used in other Ford Motor Company products and wrapped them in sporty and attractive sheet metal.

Under the current Mustang’s handsome body resides a heavily modified platform that had previously been used for the Lincoln LS, Ford Thunderbird and even the Jaguar S-Type. Those modifications included replacing some really good suspension parts. As a result, this Mustang uses a relatively simple and inexpensive MacPherson strut suspension up front and a solid axle in the rear.

And yet, the 2014 Mustang is a blast to drive, as demonstrated by a Mustang GT convertible Ford loaned my wife Paula and me. It featured a V-8 engine with 420 horsepower. This engine starts instantly and idles with a sporty exhaust tone. Press it for maximum acceleration and the murmuring at idle turns into a low-pitched, sonorous V-8 growl. It’s music to the ears of any auto enthusiast.

Our review car was also outfitted with the six-speed manual gearbox. The clutch required only slightly above-average effort and its engagement was smooth and linear. The linkage was solid and precise, with exceptionally short throws. Performance proved to be exhilarating with 60 miles per hour taking just 4.8 seconds to reach. If that’s not fast enough, Ford also offers the GT500, with a 662-horsepower supercharged 5.8-liter V-8.

While shifting the manual transmission is fun, people who prefer an automatic transmission are in luck. The Mustang’s optional automatic, offered on the V-6 and 5.0-liter V-8 models, does little to detract from this driving experience.

Despite having lost the sophisticated suspension pieces that graced the Jaguar, Thunderbird and Lincoln, the Mustang handles well. The coupe is better than the convertible, thanks to its more solid body structure.

Our review convertible demonstrated that cutting the steel roof of a coupe and adding a convertible top affects the body structure and the feel of the vehicle. Engineers can try to compensate, but they rarely produce a convertible as solid as the coupe version of the same car. This Mustang convertible was no exception. It quivered a bit over bumps. Potholes and some expansion joints produced some body shake. As convertibles go, this Mustang isn’t the worst, but it also falls short of being the best.

This review is actually a swan song for the current Mustang. The new sixth-generation Mustang has already been shown to the public and should be available this fall as a 2015 model. Highlights include a return to four-cylinder turbocharged power, as well as the option for V-6 and V-8 upgrades. And, much to the relief of enthusiasts around the world, the car will have an independent rear suspension. It should be a blast to drive.

However, buyers who grab one of the final fifth generation models will not be disappointed. These cars are stylish, quick and agile. They can make any trip more fun.

Paula Says

Before commenting on this 2014 Mustang GT convertible, I must confess to having once owned a Mustang II. Introduced in 1974, the Mustang II was smaller than the first generation Mustang, but heavier and less powerful.

Fast forward to the 2014 Mustang V-8 convertible. With its V-8 engine, this new Mustang was incredibly fast. The V-6 should please most people. The GT review car my husband Jim and I had also went 22 miles on each gallon of fuel, despite having 420 horsepower. My Mustang II, with its 88-horsepower four cylinder, was downright sluggish yet it produced roughly the same fuel economy. Who says the auto industry hasn’t made progress?

The interior of our 2014 Mustang GT was graced with some hard plastic surfaces that may be acceptable in the base model at about $23,000, but when you start climbing the trim level ladder and end up paying $44,080 for our GT review car, some upgrades would be nice. Ford could have started by allowing the tilt steering wheel to telescope, too.

Even average-sized adults can forget about the back seat. It will suffice in a pinch, but access is difficult with the top raised and space is tight. Cargo room is good enough in the coupe for a week-long vacation for two. Expect to pack carefully with the convertible.

The convertible’s top is power operated, but it must be manually released before the power folding can start. The two latches, at either end of the top of the windshield, are a little stiff to operate. Raising the top is effortless, but locking it to the top of the windshield frame takes some muscle. You have to pull it down using a center handhold and then activate the latches while holding it in the proper position. I let Jim do it. The top is lined and was watertight during a rainstorm.

Still, the 2014 Mustang is very attractive. It is good looking and fun to drive. We have a neighbor with a yellow Mustang convertible. Every time we see it on the road, the driver is smiling.

There is no room for debate. The current Mustang is infinitely better than my Mustang II. It’s also one of the best performers in its class.

Jim MacPherson is the host of "The Car Doctor" show Sundays at noon on WTIC-AM. Paula MacPherson is his wife and new-car review partner. Send comments, questions, suggestions in care of Special Publications, Hartford Courant, 285 Broad St., Hartford, CT 06115 or email otr@courant.com. For more automotive news, check out the Cars.com On The Road section each Wednesday in The Courant.